Automatic signal for railway-crossings.



F. D. McGINLEY & J. J. MICHELS. AUTOMATIC SIGNAL FOR RAILWAY CROSSINGS.

. K APPLICATION FILED DEC.26.1916. 39254.25@

Patented Jan. 22', 1918.

4 SHEETS-SHEET l.

F. D. MCGINLEY I J. J. MICHELS. AUTOMATIC SIGNAL FOR RAILWAY CROSSINGS.

I APPLICATION FILED DEC. 26| 1916. 1&54525@ Patented Jan. 22,1918.

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F. D. IVICGINLEY &I. I. IVIICHELS. AUTOMATIC SIGN'AL FOR RAILWAYCBOSSINGS.

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Patented Jan. 22, 1918.

F. D. [VlcGlNLEY L J. J. MICHELS. AUTOMA'J'IC SIGNAL FOR RAILWAYCROSSINGS. APPLICATION msn DEcfzs. ma.

FREDRICK D. MCGINLEY, OF PLEASANT BEACH, AND JOSEPH J. MCHELS, OFSYRACUSE, NEW YORK.

AUTOMATIC SIGNAL FOR RAILWAY-CROSSINGS.

Application filed December 2G. 1916.

To all whom z't may concern:

Be it known that we, FnEDnIoK D. Mo- GINLEY and JOSEPH J. MICHELs,citizens oit the United States of America, and residents of PleasantBeach and Syracuse, respectively, in the county of Onondaga, in theState of New York, have invented new and useful Improvements inAutomatic Signals for Railway-Crossings, of which the following, takenin connection with the accompanying drawings, is a full, clear, and eX-act description.

rThis invention relates to certain improvements in automatic signals forrailway crossings and involves the use of one or more caroperatedsemaphores mounted upon a suitable toweror towers at one or both sidesof the track near the crossing or the purpose ot warning vehicle driversand pedestrians of the danger of an approaching train or car along thetrack.

One ol the objects of our present invention is to` provide thesignal-operating means `with one or more primary actuating devi eslocated some distance to one side, or as the object approaches to thecrossing and in proximity to one or the other olf the rails oi thetrack, to be operated by the flange of the wheel of the lirstapproaching car lor shitting the semaphore from its normally concealedor partially concealed position to its warning position.

Another object is to provide this signale operating mechanism withautomatic means for locking the signal in its warning posi.- tion` untilthe approaching car or train reaches the crossing, and incidentally forlocking said operating mechanism in its shifted position during the sameperiod.

A further object is to provide suitable means for providing a primaryrestoring device located at or near the crossing adjacent one of therails ot the track to he operated hy the wheel-flange ot the foremostcar for releasing the locking means and restoring the signal and itsoperating means to normal position.

A still further object to prevent a repetition oi'i the operation of thesemaphore to its warning position in case a train is ot sutlicientlength to span the distance between the primary operating device andprimary restoring device.

Specification of Letters Patent.

Patented J1" an.. 22, Mills.

Serial No. 139,036.

Other objects and uses relating to specilic parts of the apparatus willbe brought out in the following description.

ln the drawings-a Figure l is a perspective view of a portion ol' arailway track and highway crossing. together with the signal towers, thesignais and their operating mechanisms being in their normal positionsfor a clear track and satte crossing.

AFig. 2 is an enlarged longitudinal vortical sectional view, partlybroken away, along the track through one of the signal towers, showingportions of the signal-operating mechanism, and also showing in sectionthe sub-surface housings for portions of said mechanisms at the oppositeapproaches to the crossing.

Fig. 3 is a vertical sectional view taken in the plane of line tlv-3,Fig. 2.

Fig. l is a transverse vertical sectional view through the towers atopposite sides ot the track, showing the latter in section, and thehousing' -for one of the primary signalsetting devices in elevation.

Fig. 5 is an enlarged transverse vertical sectional vien', partly brokenaway, through one oit the housings for the primary signalsetting device,and a portion of the housing :tor the corresponding part of thesignal-operating mechanism.

lfig. 6 is a side elevation of the housing shown at the right of Fig. 5,and the primary signal-setting device therein.

Fig. 7 is a horizontal sectional view through the hase of one of thesignal towers and the housing for the primary signal-restoring device,together with the housings tor one of the primary sional-setting devicesand corresponding portion ot the signalsoperating mechanism.

Fig. 8 is a vertical sectional view through the housing for one of theprimary signalrestoring devices.

Fig. 9 is a side elevation, partly broken away, of the same housing andadjacent portions oi the signal-restoring device.

In order that my invention may he clearly understood, I have shown aportion of a railway track uit and a highway crossing B", near which islocated at opposite sides of the track a pair of signal towers --loisimilar construction having their ot' the lower weighted end of thelever-plunger Mi0-, but normally spaced a slight distance therefrom toallow a limited rocking movement of said lever-plunger by the tlange ofthe car-wheel, and then when the weighted end of said lever-plungerengages the shoulder -ll-, the continued action of the flange on thecar-wheel will depress the same for effecting the operation ot' thesignal.

lt will be noted, however, that this leverplunger is tree to swing inthe opposite direction when encountered by the wheel of a `rain movingin that direction without efltecting the operation ot the bell-cranklever -13-.

The other arm ot the bell-crank lever w13- is pivotally connected to oneend of a horizontal. rod 17- which extends transversely ot the trackthrough a protec tive pipe or casing 1S-w beneath the surface ot theground and some distance to the outside of the track where its oppositeend is connected to a horizontally swinging bellV crank lever -l9fulcrumed within a sepaA rate housing '20- and also beneath thi surfaceot' the ground.

The other arm of the bell-crank lever -l9- is pivotally connected to oneend ot a rod El which extends horizontally along the outside of thetrack beneath the surface of the ground and through a protective casing-Qiw into the hollow base of the corresponding signal tower -1- where itis pivotally connected to one of a pair o1 horizontal. rock arms -23-and 23'- projecting laterally from opposite sides of the same huh 24.-which is journaled within said tower base.

The mechanisms for transmitting motion from each of the primarysignal-setting de- `vices H13- to the. hub of the rock arms 23M and -23-are ident-ical, except that they are arranged in reverse order,- thatis, the bell crank l9 at the approach opposite thatV shown in Fig. 7 isconnected by a rod -21- to the crank arm 23- on the hub Q4-.- and it,vtherefore, follows that when the hub --2A is rocked by the depression otone oli' the wheel-operated members -l0-, the other member l0- at theopposite approach of the roadway will be simultzineously depressed,partially under its own weight, assisted b v the rocking ot itshell-crank lever l3--, but even it it should not he so depressed, itwould simply be rocked hy the flange of the carwheel against the actionoi its counterweight without in any way modifying the action ot itsbell-crank lever or parts connected thereto.

On the other hand, it is equally evident that if the train approachesJfrom the opposite direction named, it will produce the same rockingmotion of the hub -24- and arms Q3- and M23--, as previously described,through the medium of the connecting rod -21-. A

These actions are utilized to operate the semaphores in the followingmanne1',-tl1at is, the hub 2tis provided with an additional crank arm-25- which is pivotally connected to a rod -26- having one end connectedto a similar crank arm 27M on one side of an upright hub -28-- This hub--28-- is ulcrumed within the hase of the tower -land, like the hub 2i-1is provided with opposite radially projecting arms -Q9-- and m295- whicha-re connected by links 430 and -30- to the lower arms ota pair ofuprigl'it toggles M31- and -Bl--, respectively.

The lower arms of these toggles are piroted to suitable supports in thebase oit' the tower, while their upper arms are pivotally connected tocorresponding arms oit separate bell-crank levers 32- and -32- which arejournaled cri-axially upon the same shaft -33-- The other arms ol' saidbell-crank levers 32M and 3Q/ are pivotally connected to separateupwardly extending rods -344- and -Slwhaving their upper ends connected,respectively, to crank arms 35 and 35 on the hubs of the semaphoreblades -2-- and -2, respectively.

The toggle joints of the toggles 3land -31- are provided. with stopplates M36- for limiting their movement in the direction necessary toset their corresponding signals, said Vtoggle joints being arranged toautomatically lock their respective arms and corresponding signals intheir setpositions, so that the one which is set will remain in suchposition until restored by an automatic restoring mechanism which willnow be described.

Restoring mechanism.

As best illustrated in Figs. 7, 8 and 9, this restoring device comprisesa lever-plunger Cir lli)

--37- which is very similar to the primary y signal-setting lever -10-,in that its upper end is normally disposed in close proximity to theinner side of one ot the rails, preterably th at opposite the one nearwhich the levers; F10- are located, and is adapted to be engaged by theiiange of the foremost car-wheel which had previously operated one oitthe levers -10- to set the one semaphore and restore the other.

he lower end ot this lever 27 is guided in an upright way -38-- and isweighted to restore the lever to its upright position, the intermediateportion ot said lever being tulcrunaed on a pivotal pin --39- having oneend pivotally connected to one arm of a bell-crank lever --40-- and itsother end provided with a roller bearing -tlmovable in a vertical slot4:2.

This lever is adapted to be rocked and depressed by a car-wheel movingin either direction, and for this purpose both sides of the guide-way-3S- are provided with shoulders l8- in the path of movement ot'opposite edges of the lower weighted end ot' the lever -37-, so thatafter the carwheel has rocked the lever in one direction or the other alimited distance, the continued pressure of the fiange of said wheelwill force the lever downwardly along the slot 4Q- thereby depressingthe adjacent arm of the bell-crank lever &0-, it being understood thatthe connections between the stud or pin -39-, lever -37- and adjacentarm of the bell-crank lever 40 are substantially the same as thatdescribed for the primary signal-setting lever lO- The other arm of thebell-crank lever 40m is connected to a groove collar 44- which isloosely mounted on a rod -36- forming a continuation of the rod -26-,previously described.

The collar -44- is normally held against a stop -45- on the rod 2G- bymeans of a coil spring 46- surrounding said rod and having one endbearing against theadjacent end of the collar -AA- and its other endengaged with a stop collar 117- also on the rod --26-.

The primary restoring` lever -37, together with the pin 89 andbell-crank lever 4.0-- are mounted upon and within a housing *48m whichis also embedded in the ground beneath the surface thereof, andpreferably between the rails of the track, and is connected to the basesof both of the signal towers -1- by pipe casings 4Q- leading fromopposite sides thereof'.

The rod -26 extends through these casings and into their espectivetowers, each containing` signals and operating mechanism thereforsimilar to those previously described, said rod -QS serving` as a meansfor transmitting motion from the setting and restoring mechanism of onetower to the corresponding mechanisms of the other tower.

As previously intimated, the distance between each primary actuator -10-for the signal-setting devices and primary signalrestoring actuator 37-is intended to be greater than the maximum length of any single trainpassing along the track, but in case a train should be of suflicientlength to span such distance, then the action of the wheels of the rearcars upon one of the actuators -l0- would tend to hold the pri maryrestoring actuator in its uppermost position in the path of travel ofthe flanges of the wheels of the forward cars, and it, therefore,follows that if the bell-crank lever `40- of the restoring mechanism wasrigidly connected to the rod -26-, the depression of the actuator -37-by the car-wheels would in all probability break or bend one or more ofthe acting parts between said actuators and would also tend to vibratethe acting semaphore, and it is 'for this reason that the spring -etisprovided between one arm of the bell-crank lever-/lO- and rod 26- whichallows the primary restoring actuator -37- and said bell-crank lever tovibrate under the action of the wheels of the car without affecting theoperation of the rod -26- or any of the connections between said rod andthe primary actuators, it being understood that the spring 46- is ofsutlicient tension to transmit motion from the bell-crank lever -fl0- tothe rod -26-- in restoring the signal-operating mechanisms to theirnormal positions.

In operation, assumingfthat a train is approaching the crossing from theright-hand end of Fig. l, and that the semaphore signals are in theirnormal positions for a clear track or with the safety signal Go7registering with the sight openings 4- and the danger signals down orconcealed within the towers; then, as the liange of the vErstapproaching car-wheel strikes the primary signal actuator -lO-, thelatter will be driven forwardly and downwardly, thereby drawing the rod-Qlin the direction indicated by arrow *mfj Figs. 2 and 7, through themedium of the transverse rod -17- and bell-crank lever 19.

This movement of the rod --21- will rock the levers -23-, -f23- andQ5-in the direction indicated by arrow n, F ig. 7, which, in turn, willshift the rod -26- in the direction indicated by arrow -0-, to rook thelevers -2, -`29- and -29- in the direction indicated by arrow --S-, Fig. 7, thereby forcing the toggle 31;` to its locked position forsetting the danger signal --2- and restoring the safety signal *2* and.incidentally depressing the other primary signal-setting lever -l0- atthe opposite approach through the medium of its connections with thecrank arm -23,

The primary restoring actuator -37 is normally` depressed, but soon asthe rod -2G"- is shifted in the manner just described, said actuator iselevated to bring its upper end into the path of travel of the `flangesof the car-wheels.

By automatically locking one of the toggles,-that is, by shifting itsjoint slightly beyond a direct line between the pivots at opposite endsof its arms, the semaphores and their operating mechanism together withthe primary restoring actuator #-37- are locked in their adjustedpositions, but

as soon as the foremost car-wheel encounters the primary restoringactuator -37-, the latter will be depressed, thereby shifting the rod-26 in the opposite direction to Hex the previously locked toggleandrestore the corresponding danger signal. -2- to Vits lOG magnetonormal position, and at the same time forcing the other toggle to itslocked position to set the safety signal Q, during which operation thesetting mechanisms for the danger signal will be restored and theprimary restoring actuator returned to its normal position.

In like manner, a car approaching from the right-hand of the crossing,Fig. l, will first operate the adjacent primary setting actuatorl -10-to effect the same movement of the setting mechanisms for the dangersignal and restoration of the safety signal, as previously described.

What we claim is:

l. ln an automatic signal for railway crossings, the combination with atrack, a signal tower and a signal on. the tower, of car-o iiieratedmeans for setting the signal, including an automatic device for lockingthe signal setting means in its set position, and car-operated restoringmeans for the setting means, including a yielding member, to allow theoperation of said restoring means while the setting means is locked.

E2. ln an automatic signal for railway crossings, the combination with atrack, a signal tower at one side of the track near the crossingI and asignal on the tower, of caroperated means for setting the signal, andadditional car-operated means for restoring the signal and its settingmeans to their normal positions, said restoring means in cluding aspring to allow it to be operated while the setting means is still heldby the car.

3. In an automatic signal for 1ailway crossings, the combination with atrack, a signal tower and a danger signal thereon, of a primary signalactuator arranged in proximity to one of the rails some distance fromthe crossing, to be operated by the car-wheel of an approaching car,means for transmitting motion from said actuator to the signal to setthe same, said means including a selflocking toggle for holding thesignal and its actuating means in their adjusted positions, andcar-operated means near the crossing for breaking the toggle lock andrestor ing said signal and its operating mechanism to their normalpositions, said restoring means being spring-connected to the settingmeans to allow the restoring means to be operated independently of thesetting means.

t. ln a signaling apparatus for railway crossings, the combination witha track, a signal tower near the crossing and a danger signal mounted onthe tower, of a caractuated member distant from the crossing, means fortransmitting motion from said member to the signal for setting the same,including a device for automatically locking the signal and its settingmeans in their set positions, a separate car-operated member near thecrossing, and means actuated thereby for unlocking said device andrestoring the sign al and its setting means to their normal positions,and including a spring connection with the first-named means forpermitting the operation of the second-named member while theiirst-nained member is still held in its set position.

5. ln a signaling device for railway crossings, the combination with atrack and a signal tower near the crossing, of distinctive danger andsafety signals pivotally mounted coaxially on the tower, the safetysignal being normally exposed and the danger signal normally concealed,car-operated means for simultaneously rocking said signals in reversedirections for setting one signal and restoring the other signal, andadditional car-operated means for reversing the opera-- tion of thefirst-named means to restore the previously set signal and io set theother signal.

(i. ln a signaling apparatus for railway crossings, the combination witha track, a signal tower near the crossing, and a danger signal mountedon the tower, of car-operated means including a self-locking toggle forsetting the signal and holding it in its set position.` a car-o]jieratedmember near the crossing, and means actuated by said member for flexingthe toggle and restoring the signal and its setting means to theirnormal positions and including a spring connected lo the se :ing meansto permit the operation of the restoring means independently of thesetting means.

T. In a signaling apparatus for railway crossings, the con'lbinationwith a track and a tower near the crossing, of a danger signal mountedon the tower, car-operated means for setting the signal, a separatecar-oper ated member near the crossing, and yielding connections betweensaid member and the signal setting means for restoring the signal andits setting means to their normal positions when said member' isactuated by the car, the yielding connections serving to permit theoperation. of said member in case it should be engaged by the car whilethe signal and its setting mechanism are in their set positions.

S. ln a signaling device for railway crossings, the combination of ahollow tower, a danger signal and a safety signal, both pivotallymounted coaxially within the upper portion of the tower, car-operatedmeans for rocking said signals simultaneously in reverse directions, andadditional car-operated means for restoring the firstnamed operatingmeans and signals to their normal positions.

9. ln a signaling` apparatus for railway crossings, the combination of atower, a danger signal and a safety signal, both pivotally mountedcoaxially within and upon the upper portion of the tower and normallyheld so that the safety signal is exposed to view and the danger signalis concealed within the tower, car-operated means for sinuiltaneouslyrocking said signals in reverse directions to set the danger' signal andconoeal the safety signal, said means including separate devices forautomatically locking the signals in their set positions, and additionalcar-operated means yieldingly connected to the first-named means forrestoring the signals and their operating means to their normalpositions.

l0. ln a. signaling apparatus for railway crossings, the combination ofa hollow tower having an offset portion at lits upper end eX tending l`engthwise of the track and provided with a sight-opening in one of itsupright sides, a danger signal and a safety signal, both pivotallymounted coaXially within the upper portion of the tower and movablealternately into and out of said oflset portion, the safety signalnormally projecting into said offset portion and the danger signalnormally extending into the upright portion of the tower, car-operatedmeans for simultaneously rocking said signals in reverse directions fromtheir normal positions so that the danger signal will assume a positionwithin the offset and the safety signal will assume a position withinthe upright portion of the tower, said means including separate devicesfor automatically locking the signals in their set positions, andadditional car-operated means for restoring the first-named means andsignals operated thereby to their normal positions.

ll. In a signaling apparatus for railway crossings, the combination of ahollow tower having an offset portion at its upper end eX- tendinglengthwise of the track and pro- A vided with a sight-opening in one ofits up right sides, a danger signal and a safety signal, both pivotallymounted within the upper portion of the tower and movable alternatelyinto and out of said offset portion, the safety signal normallyprojecting into said offset portion and the danger sigw nal normallyextending .into the upright portion of the tower, oar-operated means forsimultaneously rocking said signals in reverse 1 directions from theirnormal positions so that the danger signal will assume a position withinthe offset and the safety signal will assume a position within theupright portion of the tower, said means including separate devices forautomatically looking' FREDRICK D. MCGINLEY. JOSEPH J. MICHELS.

Witnesses:

H. E. CIL-isn, Amon M. CANNON.

Copies of this patent may be obtained for [ive cents each, by addressingthe Commissioner of Patents,

Washington, D. C. Y

